Exercises 4 - 10 Flashcards
Primary effect of elevator
Pitch
Primary effect of aileron
Roll
Primary effect of rudder
Yaw
Secondary effect of rudder
Roll
Secondary effect of roll
Yaw
Yaw causes roll because of (2)
Outer wing moves faster than inner wing, generates more lift.
Dihedral Aircraft has outer wing presented to airflow at greater angle of attack, generating more lift
Secondary effect of elevator
Changing airspeed
Why are ailerons’ effectivity not affected by power changes
They are outside the slipstream
3 ways to increase lift
Increase airspeed.
Increase angle of attack.
Increase camber.
Slipstream effect most pronounced under conditions of
High power and low airspeed
High power and low airspeed makes slipstream effect more pronounced because (2)
Corkscrew is tighter and angle of attack is greater
Normal (clockwise) slipstream causes what control effect
Left yaw
Reducing power causes a
Pitch down tendency
Increasing power causes a
Pitch up tendency
Effect of raising flap
Nose pitches down and airspeed increases
Effect of extending flap
Nose pitches up and speed reduces
Mixture should be fully rich below
3000’
Whilst taxying, always
Pull elevator towards you
Level flight check
Power 2200RPM, Attitude, Trim
FREDA
Fuel, Radio, Engine, Direction, Altimeter
Scanning check
Lookout, Attitude, Instruments
If neither straight nor level:
Level wings, set correct pitch attitude, check balance
Straight and Level at 2350 RPM, gives you an attitude at
95kts
Straight and level at 1900 RPM, gives you an attitude at
70kts
If climbing/too fast while straight and level
Reduce power, adjust attitude, re-trim
If descending/too fast
Leave power, higher attitude, re-trim
Straight and level with flap
Power 1900 RPM
20 degree flap
Power 2200 RPM
Attitude
Trim
DABLE
Direction
Airspeed
Balance
Lookout
Engine
DABLE check: Direction
Direction Indicator
DABLE check: Airspeed
Airspeed Indicator
DABLE check: Balance
Ball
When levelling off from climb, anticipate the lookout by:
50’
Vx
Best angle
Vy
Best rate
Vx is for
Clearing obstacles
Climbing at 70-80kts is better than Vx, Vy because
Better groundspeed, visibility and engin cooling
Vy is for
Gaining altitude as fast as possible
Descending in a glide
Power close throttle,
Maintain attitude until 65kts and pitch down to glide at 65kts
Trim
When descending, do what?
Carb heat
When descending, adjust DABLE to
Engine warm every 500’
When descending in a glide, anticipate level off by
100’
When cruise descending, anticipate level off by
50’
Cruise descending
Power 1800RPM
Attitude pitch down to maintain cruise speed
Trim
Whenever levelling off after a descent, do what
Carb heat
Go-around items
Carb heat cold
Power full
Attitude shallow climb
Flaps 20
Trim
Safe height rest of flaps
Re-trim
Descending with flap
Glide 65kts
Flaps 20
Pitch down to maintain 65kts
Trim
Descending with power
Glide 65kts
Power 1500RPM
Pitch up to maintain 65kts
Trim
Power controls rate of descent
Whilst in a powered descent, what controls the ROD
Power
Why is control column pulled back during a bank to maintain level flight?
Increase amount of lift from the wing to equal the weight
Max angle of bank during climbing turns
15
Max angle of bank during descending turns
30
Whilst in a climbing/descending turn, what control is used to maintain airspeed?
Elevator
HASELL
Height
Airframe
Security
Engine
Location
Lookout
HASELL check: height
HASELL check: at least 3000’
HASELL check: airframe
Flaps or clean
HASELL check: security
Seatbelts and no loose objects
HASELL check: engine
Temp, pressure, carb heat
HASELL check: location
Airspace, built-up area, clouds, danger zones
HASELL check: location acronym
ABCD
HASELL check: ABCD
Airspace, built-up area, clouds, danger zones
HASELL check: lookout
90 degree or 180 degree turns
Straight and level slow flight
Power 1500RPM
Attitude piitch up to maintain level flight
Trim
Power increase by 100RPM increments at Vs1+10 to 1900RPM
Trim
VS1
Clean stall speed
VS0
Full flaps stall speed
Standard stall recovery
Push control column forward
Prevent further yaw
Full power and carb heat in
Factors affecting the stall: Power
Slower onset stalll, higher nose attitude
Factors affecting the stall: Flap
Faster onset stall, lower nose attitude but more abrupt stall
Factors affecting the stall: Power and Flap
Normal onset stall, normal nose attitude and possible wing drop
Factors affecting the stall: Weight
Increased stalling speed
Factors affecting the stall: Power, Flap and Power & Flap whole effect
Reduced stalling speed
